Spark control in combustion-engines



L. C: KNISSEL & W. l. McCLENAHAN. SANITARY CONFESSIONAL WINDOW.

APPLICATION men MAR. 10. 1911* Patented Aug. 28, 1917.

ATTORNEYS 8 IC 8 S M T l W JAM-Es. e. "HEA'SLET; 01 "-DEEELZOI'L ,.lllI-ICHIEGrAN, Asmara: rerun sgronnemiz 'CORPORATIOm-A "CORPORATION; QEIIEW JERSEY,"

g PARK ooN'r aoL in" ooMBo'srIoiw-Emimissfi E To al l w homit mcy 10mm.- 5 I H I Be itknown that I, Jaime G. Hnasmrr, a citizen of theUnited. States of America, and

resident of Detroit, in the county of Wayne and State of Michigan, have invented certa n new and. useful' Improvements in Spark 0011- trols in .(lombusition lflngines,ofwhich the following is a specification.

This invention relates 'to an improvement" in means for controllli'ng the throttle and spark-producing. means the operat on of internal ,combustion engines.

pation of the completion.ofthe piston stroke.

This; is accomplished manually, usually by the handor foot oij the operator',,,resulting'f in the (lisplacementlof whatislrnownas thetimer from afzero position. Wherethisp'ark is generated at oracent to the ,fullthrust. of the piston, to a position here its,contact- .w ith the, controller operates toproduce the spark at a point before the piston completes its stroke. Thesame result-i s, also accomplished by; automaticv means, dependentfupjon the speedat, Whiclrthe-motor isfi-rot-ating', such apparatus being-adjusted to advance the sparkin proportion to the increase of,

motor speed. i

Such sparlecontrolling devices areusually adjusted and operated most efficiently. under conditions where a limited; volume of; gas and airsuflicient for normal road conditions is supplied to the. motor. I h-ai'e'obse rved,

however, that when a greater volume is sup plied to the motor thanfthe-limited Volume above referred to, tomeot abnormal road conditions and Where the spark i s still, ad vanced. the resultant phenomena is a pounding of"-the engine. due vto conditions 'which are well lllHltl'StOOtl in the operation of such motors. Such pounding can, however, I be, avoided by. retarding the spark inanticipation of, or at the time, that a greater vol-' ume of gas is supplied to the motor, but, in order to accomplish such retardation ofthe spark with the increase of gas volume. it is necessary (or it has heretofore liein net-0S- sary) to change-the :uljllslnu'utof the vsparkcontrolling means. he the. same manual or gas sapp-iyiga ain reduced wan-own Sparking" mechanisms comprise S finents, a 'ti1n'er and' a spark" cont-roller,

."mounted in such relation that the timer en- I l j gages! the spark controller-I in thefcolirse or above referred to comprises the moving of in a stationary position. In the presentfem- Specification of Letters-fauna; ,p tnt ds pi t iic tiunmedifigast13,1915,is; I

V "Kai- 151290,? v

"*automat c, change, necessitating the'read ustment of 'the sparkeonu-ol when the-- volume: of gas sup'pli'etl'i again restored to' the normal minimum-volume.

1 The ob 'ect of my lnveiitlon" to} provide neansj, operating' in' 1 nis'onwith? throttle mechanism, whereby t lies parl{' controlling mechanism Willfhefs'ubjeot -to" 'tlirottle hairtrol mechanism,vi'fhen"and after-the tl'irottle is opened to supply combustible"fluidto the 1 motor inek'ce'ss of 'a' predetermined Volume, without howeverfthsturbmgi thesetting of? adjustment 'of either manual or "auto'matie '6 5 I spar'l'c controlltrig"means employedwhen a;

less Voliiine thanthat referred t o isad'mitted. j to the motor My object being to retard the spark u' hen iinabnormal volume of gas' is supplied to the motortoj meet conditions or engin e load', fl-l l'd' to-res tore thespiirk-"t setting under inanual jor adjustment n d automatic spark "control,.i 7;=-en their-o; "m" oi its revolution, thus causing the. breaking of -the circuitand the '1esultant"spark. The

timer is adjustably mounted t'oiturn tini'ts' axis, and the manual or automatlocontrol the timer on such axis amh'by-so i doin ',*de-

at which 'itwill engage the controller; Heretofore the controller has been mounted bodiment of my improvement lim'ounti'the controller so that it may be rotated for parposes of adjustment in the same arcas'tl'iat therefore, that it is possible for me, under this construction, to neutralize the opera- ,tion of either one ofthese controls by moving the other control in a directionto meet and compensate for the movement of the other member oppositely .controlled, without interfering with or changing the adjustment of such control, that is to say, when the timer is advanced to a certain position by the manual or automatic control,

and there maintained under predetermined conditions of speed and under conditions when a certain volume of gasis supplied to the motor (it matters not whether such control is mounted. to operate either the timer or the circuit controller), it is' obvious that if I move the other member in the arc of its movement, in the same direction and to the same extent as the timer has been previously moved, it will neutralize the effect of the movement of the timer and restore the point of their engagement to a zerogzposition and thus retardthe spark, the zero position in such case being understood to. be the pointat which the spark is caused to. operate when the piston is at or adjacent to the limit of its thrust.

In the present embodiment of my invention is shown one means by which the results above referred to may be accomplished. I donot, however, intend to limit m claimsto the present embodiment, for it Wlll bG apparent that other and different means may be employed to accomplish the neutralizing cf feet above described, provided such means operate to automatically retard the spark at, and after, a redetermined volume of gas is supplied to t e motor, such means operating under the control, or operating in unison with the throttle, to cut out or automatically neutralize the effect of the normal spark-controlling means without changing the adjustment of such means.

I have illustrated my invention in the accompanying drawings, wherein Figure 1 is a diagrammatic view, partly in elevation and partly in section, showing a throttle and means to control the same, together with an elevation in plan view, of the device employed by me to accomplish the results above referred to. Fig. 2 is a plan view of the devices shown in section in Fig. 7, the same being' taken on the line 2 2, that is to say, with the hood or cap 19 removed. Fig. 3 is a plan view of the devices shown in Fig. 7 on the line through 3, the apparatus in this drawing being shown in a zero or normal position.

Fig. 4: is a, duplicate of Fig. 3, showing the intense "-va-nced to meet: the same. This view also shows the throttle \fully open. Fig. 7 is a vertical section of Fig. 2 on the line 7 7 with the hood or cap 19 in place. Fig. 8 is a similar vertical section to that of Fig. 7, taken on the line 8 8 of Fig. 2.

1 is a tube through which combustible fluid is supplied to the motor. It contains a butterfly valve, 2, which is mounted on shaft 3, the latter being journaled in the walls of the tube 1. On the opposite side of said tube 1 and secured to the shaft 3, as indi-- cated in dotted lines in Fig. 1, is a bell crank lever having two arms, 4 and 5. 6 is a helicon spring secured at one end, as at 7, to a stationary member, and at the other end to the arm 5 of said bell crank lever at point 8, its tension being directed to hold the valve 2 normally closed. 9 is a rod with one end pivotally connected to the arm 5, and at the other end passing through a hole, 12, in the floor, 11. 13 is a pushbutton and 1 1 is the illustration of a human foot bearing on the same. 15 is' a rod pivotally connected at 16 with the arm 4 of thebell crank lever re ferred to, and at the other end pivotally connected at 17 with an arm 21, the operation of which will hereafter be described. 18 indi cates a screw adjustment by which the throw of the arm 15, in its relation to the arm 21, may be determined and adjusted.

Referring to Figs. 7 and 8, 25'is a suitable support for a sleeve, 23, the latter having a central aperture at 24, and a bearing surface, 28, at the top thereof. 26 is a casing provided with a stem, 27 and a shoulder adapted to rest on the bearing surface 28, said stem being provided with annular groove 29. The stem 27 is keyed to revolve within the sleeve 23 by the screw 29. Casing 26 has the bearing surface 30 and annular walls 31.

. 22 is the shaft mounted to be rotated in unison with motor revolution. It is adapted to be mounted within the stem 27, and is provided with a shoulder to rest on the hearing surface 30 of the casing 26. It is provided with the radial arms 17 and 18, and is further projected into the stem 50.

The springs 20 are attached to the walls of casings 26 at 32' and operate to hold cap 19 in position; inter osedbetween the cap 19 and the walls 31 o the casing 26 is a partition or plate 33 having a central aperture 34 and screw holes 37, and an annular boss '35, to receive the walls 31 of the casing 26,

and an nnular boss 36 to receive the walls of the cap 19. 38 and 46 are screws adapted to secure the circuit controller in position on the plate 33.

Referring to Fig. 2, I there illustrate a timer and a circuit controller, the latter comprising the following elements: 38, is a post screwed to the plate 33 by the screw 38 and carrying the electric contact point 39, which is adjustable by set screw 40 in its relation with the electric contact point 41. 42 is an arm carrying the electric Contact point 41, andalso the physical contact point 43, which is'adapted to engage either. end of the timer 54. Arm 42 is pivoted at 44 to the link 45, which in turn is secured in a fixed position to the plate 33 by the screw 46.

Referring to Figs. 3, 4, 7 and 8, 47 and 48 are two arms, preferably integral with the shaft 22, and having their bearing on the surface 30 of the casing 26, the stem 50 rising intermediate said arms on the axis ,of the shaft 22. 51 and 51 are loaded levers pivotally connected to the arms 47 and 48 by the bolts 52 and 52 respectively. 5-3 and 53 are helical springs interposed be- "tween the ends of said levers and the bolts last referred to, having their tension directed to hold said weighted levers in the position shown in Fig. 3, whereas, under the exercise of centrifugal force they are thrown into the position shown on Fig. .4. 54, shown in full lines in the Fig. 2 is a timer, oval in form, the ends 55 and 56 mounted to engage the contact point 43of the circuit controller. This timer is shown in dotted lines in Fig. 3, in its normal or zero position, and in dotted lines in Figs. 2

30,and' 4 in its abnormal position, that is to say, when in its operation the spark is advanced. The timer 54 is internally bored, as at 57 such bore being adapted to receive the stem 50, and it is mounted within the aperture 34 in theplate 33. 58 I characterize as the neck of the timer, from which radiate two arms, 59-59. 60 and 60 are links interposed between the respective ends of the arms 59 and the weighted levers 51,

such pivotal connection being accomplished by the bolts 61.

The operation of this device is as follows: Assuming that the automatic spark control, the operation of which will be pres- 46 ently described, is set to operate in con- 'formity with a predetermined rate of motor .revolution and under conditions where a predetermined volume of gas is supplied to the motor, these conditions satisfying the g normal requirements of usage in the operation of automobiles, resulting in the satisfactory operation of the motor under normal conditions of load. (The operation of the device under abnormal conditions ofload will be dealt with presently.) Under the normal conditions of load above referred to, the valve 2 is so adjusted that the movement of the valve by the pressure of the foot 14 on the button 13 will not operate to move the rod 15 until the valve is moved on its axis to points substantially as indicated in Fi 1. In this position it will be noted that t e valve is open and that a certain volume of gas, measured by the extent of such opening, is permitted to flow to the motor, this I characterize as a predetermined volume capable of being measured and regulated. The relation of such volume to the devices herein described is regulated according to the length of the stem 15 as controlled by the set screw 18. During the period that this predetermined volume of gas is flowing to the motor, the automatic control as herein described, or the manual control if such be employed, is undisturbed by the operation of mechanism presently to be described. Hence it may be said that during a period when a predetermined volume of gas is flowing into the motor, that is to say, a volume governed by the position of the valve 2, the motor is entirely in the control of the spark regulating means as at present employed and as well understood in the art. This operation is maintained during normal road conditions, as, for instance, where the machine is traveling over a level or approximately level road, thus presenting a uniform or approximately uniform load to the operation of the motor. Under these conditions, the spark may be, and usually is, advanced a predetermined degree, as the best results are obtained under such conditions.

The automatic spark control above described operates as-follows: The shaft 22 is geared to operate in conformity with mo tor speed, and such operation causes the arms 47 and 48 to revolve about'the axis of the shaft 22, of which they form a part.

The weighted levers 51 and 51 are respec tively pivoted at the ends of the arms 47 and 48 and bound thereto by the springs 5353. The timer 54 is mounted on the stem 50 and its arms 5959 are secured to the weighted levers by the links 60-450. Under normal conditions, when the engine is running slow, the elements last described are found in the position shown in Figs. 2

and 3. Under such conditions the timer 54 makes contact with the controller knob 43 at predetermined intervals in the course of its rotation, the adjustment being such as to produce a spark'in the cylinder ata time when the piston is at or adjacent to its full thrust, this I characterize as the zero position. However, as the speed of the rotation of the engine increases, the weighted levers 51, because of the power of centrifugal force exercised upon them, are distended against the tension of the spring 53 into or adjacent to the position shown in Fig. 4, thus operating to turn the timer 54 on its axis and bring the same, say, into the position shown in dotted lines in Figs. 2 and 4 and in full lines in Fig. 6. The operation of the timer under these conditions is to cause the spark to be produced in the cylinder in advance of the piston accomplishing its full .st gokc stmh relation being generally cha recter-igzecl an 'f :lid v i r jce ,s'tiark. @The (levleequst des ihed tsone of n'i'any forms of automatic, s pairk lcon'tro ner at thefwitl'oitheoperator. j a Under. .the oond ltions which If. have described, 1 is intendediithatjthe ginto natic control just described all 1 perate during the period thatthethrottle isin e 'j eiltiongi to deliyer to the engin e ir Iircdet-ermined v.01;

nine of ga s, as, for instance untler conditions -pad er t l ke-1., Unde these fl ilfl'i i a i 1s eemi leimd in meeye a sie eees ry,

su lythe eng ne wi h 'gterz-yohnnel o I pr v ously. ated, if ins: gr e SRPFkiS ma ia m me tt een iee b gins t ew d, due motel-1 wwe hee m not IIBQESSRPYEIIBITB. tenemen s Ewen-@ 1 ing eiiicieney and endangering the life ot the -r t st eeessery, h r t9: im edie hw tqnlthe p r th s an hed ender onditions ofpn annal cpntrol -hy ,ltnrning he imer e .=e ;-,-and, :i ns a en l mi IGSG operaof enton eti controh hi? .s19Win T fdown the speed of the notori .iBqth -of 51 19 ere j ct on bl er e rea on h the case of the ,manual control when the'supply oigas again becomes inor nal it-'.becomes necessary to go through-the operation of readjust-ing the spark to I nprinwl condi tl nS which requires skill-lend attention;

lVhe-re automatic; control, is femployed fit is undesirable; andsqtnetinies irnpraetieahle to slow down for the-purpose of meeting the conditions described." Therefore, it becomes of the first importance-to ineans. by

which the spark nay be retarded without interfering with such; adjustments. 1 will nowdescribe the; manner in ls ihich I accomplishfthis result: Further pressureon the button 113. causes the 'yalvetoopen to supply a volume of gas in..-exc es s of that supplied unden normal conditions, and es the yalve 2 is opened by-the pressure of the foot-,the bell cranklever i. is moved in the are of the :c-ircle indicated in dotted linesin Figgl and operates to moi'ethe rod 15. in the direction I throttle, andfsparking mechanism, in combiot' the moveInen-t.ofithehell crank IGVQI: 4, and, intso dolng-zmoi-re's thee-arm 21- carrying with it the casingQG. which is mounted on 41, all of which. as heretofore stated. are. inounted on plate 33.

This change of posi- .i ttTh m nt l centrqller cunsists o f, 'i ny me'ans r gm manually to turn the timi 1 li the stem :2? to revolve in the S188: carry-v tion isiiidicated in dotted lines in Fig. 2 and full lines in Fig. 6, where it will appear that, notwithstanding the fact that the timer 54 has heenm'oved into a position to advance the spark, nsf sho'wn in"dotted"1ines Figs. 2 and 4;," the that contact point 43' and its accompanying members have been moved fl llll lines 6); operates to bring the point of erifga en e be't\\-'een"then 1 to thezeropo in the are of their moilntin'g in the semedij r"ect1on' (,as shnivh in do't't'ed lines Fig. 2 and sition new; whence theystart'ed', andhence' opcratesto' ne itraljize the effect of the movei nient 1o the tinierfitt" thus retarding the spark during the period that lthe' v'atte' 2 is opened to 'admit avohiii ie of in excess of that predetermined i-'o'1'uj1rie 1ini]er which the antorfiatic control jisadjiistetlto operate, i lndeijj nor-mat conditions. When,- howevei', the pressn're'oftlie footis'relieved from butirestor'etl to, its normal 'pos ion in .the power 4 $P i e i s g ry l s the we supplylota'gas isgtedto the engine while the ftrolle'r and the contact point 48 is again re- [stored tofitsnornjat position, thus again ad- ;yhnqing the sfiu k'to' the position which it occupied prior to the opening-of the throttle for thepnrpose ofsnpplying an abnormal volume oflgas."

, Hence it 7 he ajipaient that the objects the efie'et of e primary'tlirottle' control when it predetermined volume of ga's is supplied to the volu e employed durino thejoperation of the primary spark control mg niea'ns.

'hatI clainfisz' 1. In an internal combustion engine, a

throttlgh'nxl sparking inechguiism, in comhinationiwith means o ierablehy the throttle,"

only after the Latter isopened beyond a preltletermined extent, to" control the sparking mechanism 2, In "n 'nternal combiistion engine, a

.thrott1e, ancl s parkiiig ineolianisni, in c0m- "hination ,withir'nean's' operable by the throttle, only afitertheiatter is opened beyond a predetermined extent, to retardthe spark as the throttle is further opened and to sub- "sequently advance thespark as thethrottle green-eta to position. of said predeternmed extent of opening 3. In an nternal combustion engine, a

trol the sparking mechanism when the throttleis opened in excess of that necessary to supply a predetermined amount of has to the motor, any operation of the throttle to the motor, such i'olume being in excess of mechanism.

4. In an internal combustion engine, a, throttle, and sparking mechanism, in combination with controlling means operated by the opening and closing of the. throttle for controlling the sparking mechanism, said means being operable to control the sparking mechanism when the throttle isxopened in excess of a predetermined maximum, un-

der which. maximum the operations of the throttle do not control the sparking mechanism.

5. In an internal combustion engine, a throttle, and sparking means, in .combination with means, independent of the throttle, to control said sparking means during a period when the gas supply is limited by said throttle to a predetermined volume, with ad ditional means to control said sparking means, the latter operating only when the gas supply exceeds the predetermined volume referred to as the limiting field of operation of the first-mentioned controlling means, the operation of said second controlling means being progressively to retard the spark as the volume of gas increases without interference with any manual or automatic adjustment of the first-mentioned spark controlling means.

6. In an internal combustion engine, a throttle, and sparking means, in combination with manually operable means for simultaneously regulating both the throttle and the sparking means, said manual means being operable to regulate the throttle within a predetermined zone without efiecting regulation of the sparking means.

7. In. an internal combustion engine, a

throttle, and sparking means, in combination with manually operable means for simultaneously regulating both the throttle and the sparking means, said manual means being operable to regulate the throttle within a predetermined zone without effecting regulation of the, sparking means, and

means for automatically returning the throttle and sparking means to their initial conditions after being operated upon by said manual means. v

8. In an internal combustion engine, a throttle, and sparking means, in combination with manually operable means for-separately controlling the throttle during a preliminary travel of the throttle, said manual means being also operable, upon a further throw of the throttle thereby, to simultaneously control the sparking means.

9. In an internal combustion engine, a throttle, and sparking means, in combination with manually operable means for separately controlling the throttle during a preliminary travel of the throttle. said means being also operable, upon a further throw of erate the sparking means to retard the spark.

10. Inan internal combustion engine, a

throttle, and sparking means, in combination with manually operable means for separately controlling the throttle during a preliininary travel of the throttle, said means being also operable, upon a further throw of the throttle thereby, to simultaneously op,-

erat'e the sparking means to retard the spark, and means for automatically returning the throttle 'to its normal position and simultaneously advancing the spark to its initial condition subsequently to the operation of the manually operable means.

11. In an internal combustion engine, a throttle, and sparking means, the latter embodying two cooperating mechanisms, one'of which embodies an electric circuit make and break device, and the other of which emb'odies means for periodically actuating said make and break device, in combination with means operated by the opening and closing of the throttle for shifting one of said mechanisms relative to the other to advance or retard the spark synchronously. with any change of adjustment of the throttle beyond a predetermined maximum opening.

12. In an internal combustion engine, a throttle, and sparking means, the latter em bodying two cotiperating mechanisms, one

of which includes an electric circuit make and break device, and the other of which embodies means for periodically actuating said make and break device, in combination with means for shifting the actuating means relative to the make and break device for advancing the spark, and means for subsequently shifting the make and break device relative to the actuating means to bring them 'into such relative positions as to retard the spark to normal.

13. In an internal combustion engine, a

throttle, and sparking means, the latter e1n-.

bodying two cooperating mechanisms, one

of which includes an electric circuit make and break device, and the other of which embodies means for periodically actuating said make and break device, in combinat on with means for automatically shifting the actuating means relative to the make and break device for advancing the spark, and means, operable by the movement of thewith means for shifting the actuating means relative to the make and break device for advancing the spark, and means, operable upon the opening of the throttle "beyond a predetermined oint, for shifting-the make "and breakdevice to the position which it means relative to the make and break device;

15 In an internal combustion engine, a throttle, and sparking means, the'latter-embodying two coiiperating mechanisms, one of which includes an electric circuit make and break device, and the other of which embodies means for periodically actuating said make and break device, in combination with means for shifting the actuating means relative to the make and break device for advancing the spark to a predetermined degree, during which operation the throttle may be opened to a predetermined maximum, at will, without having vany effect upon the adjustment of the parts, and means operable upon 'the further opening of the throttle to shift the make and break device, relative to its actuating means, to the position which it initially occupied relative to its actuating means, for the purpose of, retarding the spark to the same extent as said spark was advanced by the movement of the actuating means relative to the make and break device.

16. In an internal combustion. engine," a

. throttle, and sparking means, in combination with manually operable means for. simultaneously regulating; both the throttle and the sparkin means, said manually operable 'meansbemg adapted to be operated at will up to a predetermined maximum decc of opening of the throttle, without efecting regulation of the sparking means,

but adapted to retard the sparking means synchronously with the opening of the throttle beyond such predetermined maximum, and means, operating independently of the throttle, for automatically regulating the sparking means at such times as the throttle opening is equal to, or less than, the predetermined maximum opening referred to.

17. In an internal combustion engine, a throttle, and a sparking'device comprising two coiiperating mechanisms, one of which is rotatable in timed relation with the motor and adapted to actuate the other, which is normally stationary, for the purpose of periodically producing a spark, means for adjusting the position of the rotatable mechanism with reference to the normally stationary mechanism to advance the spark, and means for also advancing the normally stationary mechanism to the same extent as the rotatable mechanism is advanced to compensate-for or neutralize the movement of the rotatable mechanism.

18. In an internal combustion engine, a.

throttle, and a sparking device comprising two 006 eratin mechanisms, one of which 7 is rotata le in timed relation with the motor andadapted to actuate the other, which is normally stationary, for the purpose of periodically producing a spark, means for ad justing the-position of the rotatable mechanism with reference to the normally stationary mechanism to advance the spark, and means for also advancing the normally stationary mechanism to the same extent as the rotatable mechanism is advanced to compensate for or neutralize the movement of the rotatable mechanism, said means for ad vancin the normally stationary mechanism being ependent for its operation upon the opening of the throttle beyond a predetermined maximum.

19. Int-a device of the class described, a shaft driven in synchronism with the power shaft of an internal combustion engine, a trip cotiperating with said power shaft and rotatable therewith, normally stationary mechanism mounted adjacent the trip ,and operated thereby to periodically make and break the ignition circuit, means for varying the posltion of the trip relative to the piston stroke of the engine to advance the spark as the speed of the engine increases, and means for shifting the normall stationary mechanism to retard the spar 20. In a device of the class described, a

shaft driven in synchronism'with the power shaft of an internal combustion engine, a

trip cooperating with said power shaft and rotatable therewith, normally stationary mechanism mounted adjacent the trip and operated thereby to periodically make and break the ignition circuit, means for varying the position of the trip relative to the piston stroke of the engine to advance the spark as the speed of the engine increases, and means, operable by the throttle, for

shifting the normally stationary mechanism to retard the spark.

. 21. In a device of the class described, a shaft driven in synchronism with the power shaft of an internal combustion engine, a trip coiiperating with said power shaft and rotatable therewith, normally stationary mechanism mounted adjacent the trip and operated thereby to periodically make and break the ignition circuit, means for varying the position of the trip relative to the piston stroke of the engine to advance the spark as the speed of the engine increases,

and means for shifting the normally stationary mechanism, said means being operable by the throttle to retard the spark when said throttle is opened in excess of a predetermined maximum.

22. In a device of the class described, a

' shaft of an internal combustion engine, a.

shaft driven in synchronism with the power trip coiiperating with said power shaft and rrotata'ble therewith, Y normally stationary mechanism mounted. adjacent the trip and operated thereby to periodically make and break the ignition circuit, means for varying the position of the trip relative to the piston stroke of the en ine to advance the spark as the speed of t eengine increases, and means for shifting the normally stationary mechanism, said means being operable bv the throttle to retard the spark when said throttle is opened in excess of a predetermined maximum, any operation of the throttle, when the same is opened less than the predetermined maximum, having no effect on the spark control.

23. In an internal combustion engine, a throttle, and sparking means, the latter embodying two cooperating mechanisms, one of which includes an electric circuit make and break device, and the other of which embodies means for periodically actuating said make and break device, in combination with means for shifting the actuating means relative to the make and break device for advancing the spark, and means for sub sequently shifting the make and break device relative to the actuating means to bring them into such relative. positions as to retard the spark.

24. In an internal combustion engine, a throttle, and sparking means, the latter embodying two cooperating mechanisms, one of which includes an electric circuit make and break device, and the other of which em bodies means for periodically actuating said make and break device, in combination with means for automatically shifting the actuatmg means relative to the make and break dev1ce for advancing the spark, and means, operable by the movement of the throttle, for shifting the make and break device rela two to the actuating means to bring them into such relative positions as to retard the spark.

25. In a device of the class described, a shaft driven in synchronism with the power shaft of an internal combustion engine, a trip cotiperating with said power shaft and rotatable therewith, normally stationary mechanism mounted adjacent the trip and operated thereby to periodically make and break the ignition circuit, means for varying the position of the trip relative to the piston stroke of the engine to advance the spark as the speed of the engine increases, manually controlled means for shifting the normally stationary mechanism to retard or advance the spark, and a throttle operable by said manually controlled means, said means being operable to open the throttle to a predetermined extent before shifting the normally stationary mechanism.

26. In a device of the classdescribed, a shaft driven in synchronism with the power shaft of an internalcombustion engine, a trip cooperating with said power shaft and rotatable therewith, normally stationary mechanism mounted adjacent the trip and operated thereby to periodically make and break the ignition circuit, means for varying the osition of the trip relative to the piston stroke of the engine to advance the spark as the speed of the engine increases, manually controlled means for shifting the normally stationary mechanism to retard or advance supplying a predetermined amount of gas to the engine, and controlled by the throttle only when said throttle is opened to supply an additional amount of as tothe engine.

28. In an internal com ustion engine, a throttle, and sparking means embodying two cooperating mechanisms, one of which is controlled by the speed of the engine to automatically advance the spark with an increase in engine speed, and the other of which is controlled by the throttle after the throttle is opened beyond a predetermined maximum to neutralize the advance of the spark by the former mechanism, said throttle operating within the predetermined I maximum independently of the sparking.

means.

29. In an internal combustion engine, a throttle, and sparking means embodying two mechanisms, one of which is controlled by a centrifugal governor to advance the spark with an advance in engine speed, and the other of which is controlled by the throttle only after said throttle is opened beyond a predetermined extent to neutralize the adadvance of the spark by the first mechanism.

Signed by inventor at Detroit, Michigan this 10th day of August 1915.

JAMES G. HEASLET.

Witnesses:

ROY C. GAMBLE, D. G. MASTICK. 

